Engine starter control



p -11, 1939. J. B. DYER 2,153,826

ENG INE STARTER CONTROL Filed Jan. 25, 1933 4 Sheets-Sheet 1 ATTORNEY!J. B DYER April 11, 1939.

ENGINE STARTER CONTROL INVENTOR d ATTORNEY/ April 11, 1939.

J. B. DYER 2,153,826

ENGINE STARTER CONTROL Filed Jan. 23, 1953 4 Sheets-Sheet 3 'AT'roRNEYnApril 11, 1939. J} B R 2,153,826

ENGINE S TARTER CONTROL Filed Jan. 23, 1933 4 Sheets-Sheet 4 ai M A;ATTORNEY/I Patented Apr. 11, 193

UNITED STATES PATENT OFFICE ENGINE STARTER CONTROL Application January23, 1933, Serial No. 653,048

9 Claims.

This invention relates to apparatus for controlling the starting ofinternal combustion engines and particularly engines of automotivevehicles.

Among the objects of the invention is the provision of a coordinatedengine starter controller and an engine operation controller such as thethrottle valve operating mechanism, whereby said engine operationcontroller may be operated .to control the engine starter, when theengine is not running on its own power. Means responsive to engineoperation such as means responsive to vacuum in the engine intakemanifold, are provided for automatically disconnecting the enginestarter control mechanism from the engine operation controller so thatthe starter will not be operated by the engine operation controllerwhile the engine is running.

This object of the engine is accomplished in the disclosed embodimentthereof by three coaxially pivoted levers, one connectable with a footpedal, the other connectable with engine starter and the thirdconnectable with a part of the engine to be controlled, such as thethrottle valve. When the engine is at rest, a selecting deviceresponsive to engine operation connects the pedal lever with the enginestarter lever, but when the engine is running the selecting device movesto connect the pedal lever only with the throttle lever, the starterlever then being disconnected from the pedal lever. In the disclosedform of the invention the throttle lever remains connected with thepedal lever so that, during movement of the pedal lever to control theengine starter, the throttle will be opened to facilitate the startingof the engine.

Further objects and advantages of the present invention will be apparentfrom the following description, reference being had to the accompanyingdrawings wherein a preferred embodiment of one form of the presentinvention is clearly shown.

In the drawings:

Fig. 1 is a side view partly in section of the engine starter controlapparatus embodying the present invention.

Fig. 2 is a view looking in the direction of arrow 2 of Fig. 1, certainparts being shown in section on the line 2--2 of Fig. 1.

Figs. 3, 4 and 5 are sectional views taken on the line 3 3 of Fig. 2 andshow various parts in different positions of operation.

Fig. 6 is a perspective view of certain parts showing their normalrelation.

Fig. '7 is a view similar to Fig. 6 showing these parts arranged foroperation during the running of the engine.

Fig. 8 is a perspective view, looking in the direction of arrow B ofFig. 9, of certain parts of the mechanism shown in disassembledrelation, said parts being coaxially arranged.

Fig. 9 is a perspective view similar to Fig. 8. said parts being viewedapproximately in the direction of arrow 9 of Fig. 8.

The engine starting apparatus comprises an electric motor having a'fieldframe I upon which is mounted a starter switch 2| comprising stationarycontacts 22 and 23 and movable contact 24 operated by plunger 25 andheld out of engagement with the stationary contacts by a spring 26. Thecontact 22 is provided by the head of a terminal screw 21 which isconnected with a storage battery or other current source. The contact23- is provided by the head of the bolt 28 which is connected with thewindings of the motor. The motor armature 30 is supported by shaft 3|which is splinedly connected to a sleeve 32 which is connected by anoverrunning clutch 33 with a pinion 34 as described in detail in theWilliam A. Chryst Patent Number 1,807,772, issued June 2, 1931. Motionis transmitted to the sleeve 32 through a spring 35 from a collar 36which is slidable along the sleeve 32 and is prevented from removal fromthe sleeve 32 by a spring split-rin which is snapped into a grooveprovided by the sleeve 32. The collar 36 receives studs 39 provided bythe arms 40 of a forked lever 4| pivoted at 42 upon the gear housing 43which is attached to the field frame 20. A coil spring 44 urges thelever 4| in a clockwise direction to retract the pinion 34 from theflywheel gear I05. The lever 4| is provided with a portion 45 forengaging the switch plunger 25. The lever 4| is provided with slots 46and 41 which extend substantially radially with respect to the pivot 42.These slots 46 and 4! receive bolts 48 and 49, respectively, which passthrough holes provided in a plate 50, the hole in plate receiving thebolt 48 being round and the hole in plate 58 receiving the screw 49being elongated as shown at 5|. The bolts 48 and 49 receive nuts 48a and49a, respectively, so that, when the plate 50 is located in adjustedposition with respect to the lever 4|, the nuts may be tightened so thatthe plate 58 will be clamped to the lever 4| in the desired position ofadjustment.

The plate 50 carries a roller 52 pivoted upon a stud 53 attached to theplate 50.

The bulk head 60 or rear wall of the engine compartment supportsbrackets 6| and 62 which are welded to and support a cup-shaped case 63(see Fig. 2). The bracket 6| and the end wall 64 of the case 63 areapertured with aligned holes for receiving a sleeve or bearing 65provided with a shoulder 66 which is confined between flanges 61 and 68provided, respectively, by the case 63 and the bracket 6|. This bearingsleeve 65 provides a support for three coaxially pivoted levers, namely,the lever 10 which is connectable with a foot pedal or other deviceoperated by the driver, said lever being hereinafter called the pedallever, lever II for operating the engine starter, said lever 1i beinghereinafter called the starter lever, and lever 12 which is connectablewith the engine carburetor throttle, said lever 12 being hereinaftercalled the throttle lever. Lever 10 is fixed to a tubular shaft -18having splines 14. Lever H is attached to a hub 15 rotatable upon thebearing sleeve 88. Lever 12 is fixed to a shaft 18 rotatably supportedby the tubular shaft 18.

For engine starting purposes the starter lever H is connected with thepedal lever 10, but during the running of the engine the starter lever His disconnected from the lever 10. This connection of the lever 1| withrespect to the lever 10 is eflected by a selector mechanism responsiveto the operation of the engine. The selector mechanism comprises aselector plate 80 having its hub 8| splinedly connected to the splines18 of shaft I8. The plate 80 is shifted longitudinally of the shaft 18by means responsive to engine suction which comprises a yoke 82 attachedto a hub 88 threadedly connected with a plug 88 having a rivet shank 88which attaches said plug 88 together with a plain washer 88 and a cuppedwasher 81 to a diaphragm 88 which is clamped between the interlockedflanges of two metal shells 88 and 80 which are confined against a ledge88a by a cover plate 88b secured to case 88 by screws 8|. The shell 80supports a coupling 82 having a threaded or tapped inlet 88 connectablewith a pipe, not shown, leading to the intake manifold of the engine.The space between the diaphragm 88 and shell 80 therefore provides asuction chamber communicating with the coupling 82. The diaphragm 88 isurged toward the left as shown in Fig. 2 by spring 88 located betweenthe washer 81 and a plug 88 screwed into a threaded hole 81 in coupling82, said plug being coaxial with the spring 88. Hence, the spring urgesthe selector plate 80 into the position shown in Figs. 2 and 6, in whichposition the pedal lever 10 is connected with the starter lever I I.

In the normal position of the apparatus or position in which it occupieswhen the engine is at rest, the selector plate 80 is so located thatsurfaces I00 and IN thereof are located in the planes of lugs I02 andI08 integral with the lever 1i. It is, therefore, apparent that movementof the pedal lever 10 clockwise as viewed in Figs. 1, 3 and 6 will causethe shaft 1'8 to rotate clockwise as viewed in Fig. 3, thereby causingthe selector plate 80 to move clockwise and its surfaces I00 and IOI toengage the lugs I02 and I08 01' the lever 1I thereby causing the lever1| to move clockwise as viewed in Fig. 1 and a pad I08 thereof to engagethe roller 82 whereupon the lever 8i will be moved counter-clockwise tocause the pinion 84 of the engine starter to engage the flywheel gearI08 of the engine and the lever surface 45 to engage the switch plunger28 to close the motor switch whereupon the motor will operate to crankthe engine. Movement of the pedal lever 10 through an angular distancesufficient to cause the engine starttie to partly open position tofacilitate engine starting.

When the engine becomes operative the suction produced thereby willcause the diaphragm 88 to be moved to the right thereby moving theselector plate 80 toward the right and disengaging the surfaces I00 andI0! from the lugs I02 and I08 of the lever 1i. This disengagement willbe facilitated by retraction of the pedal, which is instinctivelyreleased by the operator when-the engine starts, thereby decreasing thepressure between the surfaces I00 and IM of the selector plate 80 uponthe plugs I02 and I88 of the starter lever 1i. Since the selector plate80 engages only the throttle plate i I2 during the running of theengine, it is apparent that the pedal lever 10 will hereafter operateonly the throttle lever.

The selector plate 80 is so shifted as to prevent reengagement of thepedal lever 10 with the starter lever 1i at any time while the engine isrunning. When the engine is running with the throttle partly open, thesuction operating upon the diaphragm 88 will be suflicient to maintainthe selector plate 80 out of the path of movement of the lugs I02 andI08 of the lever 1i. When the engine is operating at full load and atlow speed, the engine manifold suction operating on the diaphragm 88 maybe insufllcient to maintain the selector in retracted position againstthe action of spring 85, and the selector plate 80 may be urged by thespring 88 against the lugs I02 and I08; but, when the throttle is wideopen, the selector plate 80 will be in the position shown in Fig. 5, inwhich position its surfaces I00 and IM are out of alignment with thelugs I02 and I08 of the lever 1|. Hence, the plate 80 is not operativelyconnected with the lever 11. Return of the pedal lever 10 into partthrottle position will cause the engine manifold suction to increase andretract the selector plate from the lugs I02 and I08. It is therefore,apparent that reengagement of the selector plate 80 with the lever 1|cannot take place until the engine stops and the pedal lever 10 has beenreturned to normal positiotn.

The lever 10 is maintained in normal position with its stop 10a restingagainst the bracket H as shown in Fig. 1, by coil spring I having oneend I2| bearing against the lever 10 and the other end I22 received by ahole I28 in the bracket 8| and case wall 88. The lever 1| is urged alsoin a clockwise direction against a stop I24 provided by the opening I28for lever H in case 83, as shown in Fig. 3, by a single turn coil springI28 having one end I21 received by a hole I28 in the bracket 8| and caseand wall 84 and having the other end I28 bearing against the lever 1i inthe counter-clockwise direction.

The levers 10 and 12 are provided with holes I80 and HI respectively,which, as shown in Fig.

'2, are of the same size and extend the same distance from the axis ofshafts 18 and 18. While the lever 10 is in normal position with its stop10a resting against bracket ii, the lever I2 is moved manually until itshole I 8| is in alignment with the hole I80 with the lever 10. A rod maybe pushed into these aligned holes to hold the lever 12 in positionwhile adjusting its connection with the throttle lever.

While the form of embodiment of the present invention as hereindisclosed, constitutes a preferred form, it is to be understoodthat'other forms might be adopted, all coming within the scope of theclaims which follow.

greases What is claimed is as follows:

1. A coordinated engine control and engine starter control comprising,in combination, three coaxialiy pivoted levers, namely, a pedal operatedlever, a starter control lever, and an engine control lever, means forconnecting the pedal lever with the engine control lever, means forconnecting the pedal lever with the starter control lever, a singlebearing supporting said levers, a tubular housing having an end wallsupporting said bearing, and means providing a closure for said housingand responsive to engine operation for disabling the connection betweenthe pedal lever and the starter control lever.

2. A coordinated engine control and engine starter control comprising,in combination, three coaxially pivoted levers, namely, a pedal operatedlever, a starter control lever, and an engine control lever, means forconnecting the pedal lever with the engine control lever, means forconnecting the pedal lever with the starter control lever, a singlebearing supporting said levers, a tubular housing having an end wallsupporting said bearing, a device for closing the opposite end o saidhousing and comprising a suction chamber connectable with the engineintake and having a displacement member, and means cooperating with thedisplacement member in order to disable the connection between the pedallever and starter control lever.

3. A coordinated engine control and engine starter control comprising,in combination, three coaxially pivoted levers, namely, a pedal operatedlever, a starter control lever, and an engine control iever,-a tubularshaft connected to the pedal lever, a tubular bearing for the shaft, ashaft journalled within the tubular shaft, a starter control leverjournalled upon the tubular bearing, an engine control lever attached tothe second shaft, means connecting the first .and second shafts, meansnormally connecting the starter control lever with the first shaft, andmeans for disabling said connection between the starter control leverand first shaft in response to the engine becoming self-operative.

4. A coordinated engine control and engine starter control comprising,in combination, three coaxially pivoted levers, namely a pedal operatedlever, a starter control lever, and an engine control lever, a tubularshaft connected to the pedal lever, a tubular bearing for the shaft, ashaft journalled within the tubular shaft, a starter control leverjournalled upon the tubular bearing, an engine control lever attached tothe second shaft, an axially movablemember splinedly connected with thetubular shaft and connected with the second shaft and normally connectedwith the starter control lever, and means for moving said axiallymovable member so as to disconnect the starter control lever from thetubular shaft in response to the engine becoming self-operative.

5. A coordinated engine control and engine starter control comprising,in combination, three coaxially pivoted levers, namely, a pedal operatedlever, a starter control lever, and an engine control lever, a'tubuiarshaft connected to the pedal lever, a tubular bearing for the shaft, a.shaft :Iournalled within the tubular shaft, a starter control leveriournalled upon the tubular bearing, an engine control lever attached tothe second shaft, an axially movable plate splinedly connected with thetubular shaft, a plate attached to the second shaft, connections betweenthe two plates, a lug provided by the starter control lever andextending toward the first plate and normally located in the plane ofmovement of said first plate so as to be engaged thereby, and meansresponsive to the engine becoming self-operative for shifting the secondplate away from the starter control lever to disconnect the same fromthe tubular shaft.

6. A coordinated engine control and engine starter control comprising astarting motor, a lever for controlling the action of said startingmotor, a group of pivoted levers including a lever for controlling thequantity of fuel mixture supplied to the engine and a third leveradapted to control the operation of said two first mentioned levers,mechanism normally connecting the said third lever with both of theother two levers whereby actuation of said third lever will cause thestarting motor to become operative and will position the mixture controllever to supply the proper amount of fuel mixture to the en ne andsuction operated means to disable the connection between the third leverand the lever which controls the action of said starting motor when theengine becomes self-operative.

7. A coordinated engine control and engine starter control comprising astarting motor, a lever for controlling the action of said startingmotor, a group of pivoted levers including a lever for controlling thequantity of fuel mixture sflpplied to the engine and a third leveradapted to control the operation of said two first mentioned levers,mechanism normally connecting the said third lever with both of theother two levers whereby actuation of said third lever will cause thestarting motor to become operative and will position the mixture controllever to supply the proper amount of fuel mixture to the engine andsuction operated means operable to disable only the connection betweenthe third lever and the lever which controls the action of the startingmotor when the engine becomes self-operative, whereby during operationof th engine said third lever is ineffective to cause operation of thestarting motor, but is effective to control the mixture supply.

8. A coordinated engine control and engine starter control comprising,in combination, three coaxially pivoted levers, namely, a pedal operatedlever, a starter control lever, and an engine control lever, mechanismfor normally connecting the pedal lever with both the engine controllever and the starter control lever whereby operation of said pedallever will effect operation of both said control levers, a bearingsupporting all of said levers and means responsive to engine operationfor disabling, the connection between the pedal lever and the startercontrol lever.

9. A coordinated engine control and engine starter control comprising,in combination, three coaxially pivoted levers, namely, a pedal operatedlever, a starter control lever, and an engine control lever, mechanismfor normally connecting the pedal lever with both the engine controllever and the starter control lever whereby operation of said pedallever will effect operation of both said control levers, a bearingsupporting all of said levers and means responsive to engine operationfor disabling only the connection between the pedal lever and thestarter control lever when the engine becomes self-operative, wherebyafter the engine becomes self-operative the connection between the pedallever and the engine control lever remains efl'ective.

JOHN B. DYER.

